2013 Acura ILX 2.4 Premium Review By Carey Russ

Acura hasn't had an entry-level car since the demise of the
RSX, offering small crossovers like the RDX instead. And, the late RSX
being a coupe, there hasn't been a small Acura sedan since the last Integra
before that. But time demands change, and sometimes that change is
cyclical. Welcome the newest compact Acura, the ILX sedan.

Aimed at young upscale buyers who want a high-value luxury
car (marketing-speak for "comfortable, prestigious, has all the amenities,
but is actually affordable"), the ILX offers a very Acura take on the wants
and needs of today's entry-luxury customer. There are three variations
based on drivetrain -- 2.0-liter, 150-horsepower four-cylinder with
five-speed automatic transmission that is the core model, 2.4-liter, 201-hp
four with a six-speed manual for the performance-oriented, and Acura's
first hybrid, with a 1.5-liter gasoline engine plus electric motor for a
system maximum of 111 hp and an EPA rating of 38 mpg on the highway.

No, it's not the return of the Integra. Acura has changed
more than a bit since then, and the ILX is a more upscale car in intent and
appointment than the Integra. Or the RSX, for that matter. Sitting on a
105.1-inch wheelbase, compared to 103.1 for the Integra sedan and 101.2 for
the coupe, with an overall length of 179.1 inches, the ILX is noticeably
longer than the Integra, and roomier. Ditto the RSX, which shared the last
Integra coupe's dimensions. The ILX is more well-equipped, especially with
the interior upgrade Premium Package that is optional in the 2.0 and
standard in the 2.4, or the nav-and-audio Tech Package available for the
2.0 and Hybrid.

The ILX 2.4 is not the reincarnation of the Integra GS-R.
See above -- luxury comfort and electronic technology that were either yet
to be developed or province of the high end of the luxury market when the
Integra was current are expected in any upscale vehicle today, and those
items add weight. Which dulls a car's reflexes, if only a bit. Such are the
laws of physics. The Integra GS-R was a narrowly-focused performance car,
and the Type R much more so. The ILX 2.4 is meant to appeal to a broader
audience -- but since it comes only with the six-speed stick, it's assumed
that the 2.4 buyer wants performance to go with all the comforts.

The ILX buyer will not be disappointed. But he or she will
have to work a bit for it. The engine's maximum 201 horsepower is developed
at 7000 rpm, just 100 shy of the redline and fuel cutoff. Torque peaks at
170 lb-ft at 4400 rpm, so there is actual low- and mid-range torque,
something never seen in a GS-R or Type R. Performance is adequate when
short-shifted, but keep it above 5500 rpm and, yes! someone at Acura does
indeed remember the glory days of VTEC. Once I discovered that, my time in
the ILX 2.4 became most pleasant. Add a suspension tuned for a proper mix
of sporty performance and comfort in the finest Grand Touring tradition and
little appetite for fuel in normal driving -- I saw nearly 40 mpg on one
highway stint -- and the 2013 Acura ILX 2.4 is a worthy small
performance-luxury car.

APPEARANCE: The Acura ILX 2.4 is the diametric opposite of an
Integra Type R with a luridly huge rear wing. Rather than emulating a race
car, it looks unassumingly like its lower-spec brethren. The exhaust is
hidden behind the rear bumper, even! Stealth is good, and this car has it.
Details: The newest Acura design language is here, with clean, simple
lines. The toned-down pentagonal grille with wide horizontal crossbar and
twin triangular lower intakes define the front, a bit of sculpting and a
suggestion of rear fenders sharpen the sides, and a short, high trunk and
traditional Acura taillights distinguish the rear. The greenhouse is pure
sedan, with no attempt to play fastback coupe. All in all, it's pleasantly
understated and mature in style.

COMFORT: Luxury, in a contemporary automotive sense, means
not merely interior quiet and comfort and first-class build quality, but
also convenience. And the expected convenience level is ever-increasing --
things like power windows, air conditioning, and keyless entry began as
luxury appointment long ago and are now expected in inexpensive
subcompacts. So the ILX builds on a well-designed and precisely-constructed
interior with top-quality materials. An acoustic glass windshield, thick
side glass, and copious amounts of soundproofing in the right places make
for low interior noise levels. The 2.4's Premium trim means heated,
leather-appointed front seats, driver's power-adjustable, an auto-dimming
rearview mirror, a 360-watt audio system with AM, FM, and Sirius/XM radio,
plus CD and USB/minijack interfaces and a rearview camera with multiple
selectable angles of view. All models have a PandoraÂ® internet radio
interface (via your BluetoothÂ® phone and data program). Seat comfort is
very good in front and surprising in the rear -- that formal roofline means
headroom, with good space for two people. All of the expected amenities are
there, and then some, and the ILX fits its niche as the entry Acura very
well.

RIDE AND HANDLING: If the ILX is more Grant Touring than
supersports, that's a good thing. A rigid unibody structure and good
geometry for the fully-independent MacPherson strut/multilink suspension
provide a solid basis. But details are important, and Acura pays attention
to the details. Amplitude-reactive dampers give minimal damping for small
suspension displacements, for a smooth ride on good surfaces, and comfort
when driving moderately. With travel over 10mm, damping is much firmer,
meaning minimal body motion in high-performance driving and excellent road
manners. The system is completely mechanical, with no complex electronics.
Motion-adaptive electric power steering means road feel, and
speed-sensitive assist so low-speed maneuvers are easy and steering effort
is not too light at speed. It also works with the VSA stability-assistance
system to help the driver maintain control in tricky situations.

PERFORMANCE: Be gentle with the throttle in the ILX, and
you'll wonder what the car is all about. The 2.0-liter capacity does mean
that there is actually low-end and midrange torque. Maximum torque, 170
lb-ft, is developed at 4400 rpm, explaining the midrange. But maximum
horsepower, a healthy 201, is at 7000 rpm, essentially redline. Keep revs
over 5500 and there's more than a little GS-R in the ILX's genetic makeup.
Power increases quickly at that point, and the shift linkage is conducive
to quick and smooth shifts, as often as needed. Use of the i-VTEC variable
valve lift and timing system and VTC cam phasing ensures smooth power with
low emissions. A high sixth gear means economical highway driving -- I saw
almost 40 mpg at one point, albeit on fairly level ground. Figure low 20s
when playing hard, low-to mid 30s on the highway, and around 25 mpg
overall.

CONCLUSIONS: Acura has changed with the times, and the ILX is
the perfect entry Acura sedan for today.

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